I thought people should know how to disassemble them if they wanted to.
I'm not saying they should but if they do heres instructions on how to do it.
http://www.paulsgtp.com/differential/

That looks more like a slam on INTENSE than a disassembly procedure.

I don't understand a lot about that stuff, or what it actually does, but it looks to be a well written write-up.

Bill: Isn't that why INTENSE has a few revisions on their LSDs? I don't know exactly what the problem[*] were, but weren't there problems with them? Like what that guide says, the wear and whatnot?


-justin

I'd have to admit that the tone does come off that way.
BUT i think that people should be aware that SOME people have experienced those wearing conditions.

Technically the information is good. You can turn our updated gen 2 LSD into basically a stock Diff by removing the pre-loader and this writeup details how to do that. The intent of the article in my opinion was not to help the 3800 community as stated but to continue to throw jabs at us.

The issue is a few high horsepower cars (out of the 60+ we replaced) had their preloader walk into the side gears and bascially detonate the diff. This of course was fanned into a panic situation by those who hate us and thus this whole turn your LSD into a stock diff was born. We are addressing this issue in our upcoming 3rd gen release along with every other flaw we could find in the gen 2 design. When the initial bronze wear issue came up and we started looking at the diff (up until that time only Jeff had designed and worked on the LSD) we found many ways to improve it.

At this point our Third Gen LSD effectively addresses all four of the previously known weaknesses of the Second Gen design:

1. The new custom built pinion shaft is made from a material with much higher sheer strength and better finish than ever before. We're using hardened steel, such as C1541 steel and 4037 and 4140 alloy steels. Rockwell hardness measures C47 to C58 and single shear strength is 130,000 psi. This should completely eliminate the possibility of the shaft bending, as we’ve seen previously on some of our highest horsepower cars.

2. The preloader pins that were too short early on have been completely eliminated as part of an innovative new preloader design. The preloaders will no longer be able to disassemble themselves over time as the clutches wear.

3. The bronze bushings that were wearing excessively have been replaced with sealed roller bearings. There will be no more bronze particles in the tranny pan, and the spider gears can no longer seize to the pinion shaft if you get into a one-wheeled burnout situation.

4. The preloader has been completely reengineered to eliminate the possibility of it shifting or ‘walking’ out of place. This will keep the preloaders from getting digested by the spider gears, and regurgitated via the extension housing.